Engine stop mechanism.



Patented Nov. I2, I90]. J. H. CARY. ENGINE STOP MECHANISM.

(Application fllsd Mar. 5, 1901.)

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J. H. CARY. I

ENGINE STOP MECHANISM.

(Application flied In. 5, 1901.)

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To all whom it may concern:

UNITED STATES PATENT OFFICE.

JAMES H. CARY, OF PROVIDENCE, RI-IODE ISLAND, ASSIGNOR TO CARY UNIVERSAL ENGINE STOP COMPANY, A CORPORATION OF RHODE ISLAND.

ENGINE STOP MECHANISM.

SPECIFICATION forming part of Letters Patent No. 686,668, dated November 12, 1901.

' Application filed March 5, 1901. Serial No. 49,774. (No model.)

Be it known that I, JAMES H. CARY, a citizen of the United States, residing at Providence, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Engine Stop Mechanism, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to stop mechanisms for engines or motors, and has for its objects certainty and rapidity of action and automatic means for indicating any derangement of parts.

To these ends my invention consists in the novel construction and arrangement hereinafter described, and illustrated in the accompanying drawings, wherein like letters and figures of reference indicate like parts throughout.

Figure 1 is a diagrammatic View of my new apparatus in connection with a governor; and Fig. 2, a modification of Fig. 1, employed in conjunction with a gate -valve. Herein a battery is substituted for the dynamo, and an independent governor controls the speed limit.

Referring in detail to Fig. 1, which illustrates a cylinder O in operative connection with a ballgovernor L, adapted to cut off steam from an engine or water from a wheel, the said cylinder carries a piston P and rod 0, upon which a latch or detent H, carrying a friction-roll h, is pivoted at r. A retain ing-arm I, projecting from the .top of the cylinder, with which the detent H is engageable, holds the piston in normal position. A releasing-lever T is pivoted upon the bracket U, projecting from the cylinder, and whose lower arm suspends an electromagnet B. The armature of this magnet is rigidly fastened to the cylinder-bottom. Projecting from the upper portion of the cylinder is an air-vent pipe to, with its regulating-screw c. From the lower portion is the liquid-vent 25, controlled by the valve 15, by means of which the liquids are removed to allow the piston to resume its normal position. The supply-pipe N at a point near its-entrance into the cylinder is provided with a valve Z to cut off the power after the shut-01f mechanism has been operated.

In connection with the mechanism of an ordinary governor L a contact-rod V projects from the sliding sleeve thereof. An insulating-block K is vertically secured to any desired standard, and to each of its ends are secured springs s, carrying the points a and I) at their respective extremities, while intermediate the springs s and in the same vertical plane are similar projecting springs s, with the points a 1) upon their respective extremities. The springs s and s constitute the engaging part of the speed limit, and the points described upon their extremities are knife-edge contacts, which are brought together by either the upward or downward movement of the contact-lever V, from which the springs s are insulated by the insulatingpieces a d upon the ends of said springs.

Referring now to the circuit, whose source of power in this case is the dynamo D, the main circuit is composed of the wires numbered 1, 2, 3, 4t, and 5. Intermediate the lines 3 and at is a galvanometer for indicating the amount of current, the latter being regulated by the resistance-coil or rheostat X, placed at the extreme of the circuit between lines 4 and 5. At intervals along the circuit are contactkeys 6, which may be placed at any convenient part of the premises or buildings whence it may be desired to suddenly stop the motive power of the plant. .In this circuit also is the relay E, which has a local circuit consisting of the wires 6, 7, and 8, bell F, and battery M. In this local circuit the armature g is controlled by the amount of current traversing the magnet of the relay E, which holds the armature to the magnet so long as the proper amount of current is running on the main line. Should this current weaken or break, the armature would fall from the cores and contact at the terminifandf of the local circuit, thus closing the latter, and thereby ringing the bell F to notify the attendant in the engine-room of trouble on the line.

Turning now to my apparatus as applied to a gate-valve Z, (shown in Fig. 2,) the valverod Z has pivoted thereto the valve-lever Q and traverses the supports S and S and extends to an air-valve Z, which closes the pipe N, leading from the condenser or vacuumchamber of a compound condensing-engine. In this case the piston-rod O,located to contact with the valve-lever Q in rising, carries near its end a ring R, adapted to engage with the detent or retaining lever J, pivoted on the projection U, near the cylinder-base. The lower end of the detent J carries the friction-roll h, which contacts with the latch H. A spiral spring 0 extends from the lower portion of the detent to the supply-pipe N. The latch H is supported by a detent-lever T, pivoted to an arm U, which projects from a standard S, to whose top one end of the latch is pivoted. The standard is secured to the frame of an electromagnet B. The lever T carries upon its lower end the armature A of the electromagnet B. Spiral springsp q extend from the standard to the latch and detent-lever, respectively. The armature A serves also as a detent to the contact-leverj, mounted on a pivot W. This contact-lever upon closure of the armature with the magnet B is released and contacts at the points f and f, closing the local circuit through the wires 6, 7, and 8 and battery h thus ringing bell F. In this figure is shown an independent governor L for controlling the electric speed limit, whose acting position is determined by the speed of the engine or motor to which it is attached. The governor is connected to its engine by any of the usual means, such as belting or gears from the main engineshaft or the main line of shafting. A contactlever V projects from the governor-sleeve, which upon abnormal speed rises and elevates the free end of a retaining-lever 7c, centrally pivoted at w, whereby the latter is disengaged from a contiguous contact lever. The latter upon disengagement falls'upon two points at and n of the main circuit, thus closing the circuit through the main lines and battery D to the electromagnet B, thereby actuating the shut-off apparatus.

The system is devised to keep the mainline circuit constantly charged during the run of the principal motor with a current of predetermined quantity and intensity, this current being regulated by the resistance inserted in the line. If it is desired to stop the motor or engine manually, one of the contactkeys 6 is closed. The rheostat X will then be shunted or short-circuited and the mainline current increased sufficiently to operate the armatures and their magnets, thus operating the shut-off mechanism. Thus in Fig. 1 the suspended magnet approaches its armature, throwing the upper extremity of the release-lever J against the roller 7L and detaching the latch H from engagement with the retaining-arm I. This allows the piston-rod O to rise and elevate the contact-lever V and the governor to their highest point, thereby shutting off the actuating power of the engine. A similar effect is produced by the contact of the elevated retaining-lever V with the contact-points of the speed limit, which automatically close the main line, shunting the resistance and raising the electric potential sufficiently to operate the mechanism and stop the engine.

In my invention as illustrated by Fig. 2 the attraction of magnet B upon the armature A throws the detent-lever T from beneath latch H, which is forced downwardly by the retraction of spring 19. The freed lower end of the retaining-lever J is drawn inwardly by the spring 0, while its upper end is thereby disengaged from the detent-ring R, and the piston-rod O raises the lever Q of the gate, butterfly, orother suitable valve and stops the engine.

While I have illustrated my circuit system in conjunction with a pressure-cylinder, it is obviously applicable to any form of motorstopping apparatus employing an electric current as the prime agent for actuating the motor shut-off.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In an apparatus of the class described, the combination with a motor-stopping mechanism of an electric circuit containing a mag neto-electric or dynamo-electric generator or battery, a resistance-coil at the end of said circuit, keys or other switching means normally open in the circuit intermediate the battery or generator and the resistance and a relay for operating an alarm-bell on local circuit.

2. In an apparatus of the class described, the combination with a speed-limiting attachment of an independent governor in operative connection with a motor or engine of a contact-rod projecting from the governor, a pivoted lever adjacent thereto and a contactlever, acting as a gravity-drop normally engaging the pivoted lever, and contact-points on the main-line circuit between which the contact-lever falls when disengaged from the pivoted lever, to close the circuit.

8. The combination in an engine stop mechanism of a cylinder, piston, and piston-rod, a retaining rod and catch for normally retaining the piston-rod against pressure upon the piston, an armature fixed on the base of the cylinder, an electromagnet supported opposite the armature upon the lower arm of a release=lever whose upper arm contacts with the catch and releases the piston-rod when the magnet approaches the armature.

at. The combination in an engine stop mechanism of a cylinder, a piston, a piston-rod, a latch for normally retaining the piston-rod against pressure upon the piston, a lever for releasing said latch, a magnet and armature for actuating the release-lever, an electric circuit, means for charging said circuit, a speed* limiting mechanism incorporated in the circuit engageable with a lever projecting from a governor, a rheostat and keys or switches normally open for shunting the rheostat.

5. The combination in an engine stop mechanism of a cylinder, piston, piston-rod, means for normally retaining the piston-rod against pressure upon the piston,-a lever for releasing the retaining means, a magnet and armature for actuating the release-lever, an electric circuit, means for charging said circuit, a speed-limiting mechanism incorporated in the circuit engageable with a lever projecting from a governor, a galvanometer, a rheostat, keys or switches for shunting the rheostat, and a relay with its local alarm-circuit.

6. In an apparatus of the class described, the combination of a cylinder, a piston, a piston-rod, means for normally retaining the piston-rod against pressure upon the piston, a release-lever engaging the retaining means,

an electric mechanism adjacent to the lower,

end of the release-lever and normally holding said lever against release, a pivoted lever contiguous with said electric mechanism, a local alarm-circuit whose circuit is completed by the pivoted lever, a main circuit, and means for charging the main circuit.

7. In an apparatus of the class described, the combination of a cylinder, a piston, a piston-rod, means for normally retaining the piston-rod against pressure upon the piston, a release-lever engaging the retaining means, an electric mechanism adjacent to the lower end of the release-lever and normally holding said lever against release, a pivoted lever contiguous with said electric mechanism, a local alarm-circuit completed by the pivoted lever, a main circuit, means for charging the main circuit, an independent governor, a contact lever projecting from the governor, a speedlimiting attachment in the main circuit adjacent to said lever adjusted to close the circuit when said lever rises into contact therewith.

8. In an apparatus of the class described, the combination with an electrically-charged main circuit of an insulating-block, a series of flexible arms or springs projecting from said block and carrying upon their outer ends knife-edge contacts, the inner contacts being insulated from the mechanism which moves the contacts into engagement, and a contactlever projecting from the governor engageable with the insulated contacts.

9. In an apparatus of the class described, the combination with a cylinder of a piston, a piston-rod, a gate-valve, a gate-valve lever, actuated by said piston-rod, a supply-pipe leading to the cylinder, an air-pipe leading to the condenser, an air-pipe valve, a valverod connecting the air-pipe, valve and the gate-valve, a retaining-lever engaging the piston-rod, a latch contacting with the lower end of the retaining-lever, a detent-lever supporting the latch and carrying upon its opposite end an armature, a magnet to actuate said armature, a pivoted lever normally contacting with the armature, a local alarm-circuit completed by said pivoted lever, a main circuit, and means for charging the main circuit.

In testimony whereof I have affixed my signature in presence of two witnesses.

JAMES H. CARY.

Witnesses:

EVELYN I. TAFT, HORATIO E. BELLoWs. 

